Truck



May 13 1924.

G. s. CHILES TRUCK Filed Nov. 21. 1921 4 Sheets-Sheet 1 G. S. CHILES May 13 1924.

TRUCK Fild Nov. 21

. 1921 4 Sheets-Sheet 2 G. S. CHILES May 13 1924.

TRUCK Filed Nov. 21,

19 21 4 Sjeets-Sheet 5 May 13 1924.

G. s. CHILES TRUCK 4 Sheets-Sheet 4 Filed Nov. 21

Patented May 13, 1924.

UNITED sures GEORGE S. CHILES, OF CHICAGO, ILLINOIS.

TRUCK.

Application-filed November 21, 1921. Serial No. 516,554.

To all whom it may concern:

Be it known that I, GEORGE S. CHILES, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Trucks, of which the following is a specification.

The object of my invention is to provide an integral side frame for railway car trucks of such form as to afford maximum strength for the weight of metal used and at the same time to so distribute the metal as to provide for a more advantageous arrangement of the springs than has been possible heretofore, and to admit of the use of a large number of springs without interference with the present limitations of standard construction. In

some forms of my invention 1 provide a new form of truck bolster to co-operate with my.

improved side frame, it being my purpose in all of the different embodiments of my invention to provide proper seats for the springs in the side frame .without diverting any substantial amount of metal from contributin its full share of resistance to the stresses imposed upon the side frame. As will more fully appear hereinafter, 1 accomplish these purposes by so forming the lower member of the side frame that substantially all of the stresses imposed upon it are in tension. The absence of any substantial stresses other than tension affords sufficient latitude in the cross-sectional form 'of the lower or tension member of the side frame to permit the rovision of seats for the springs without diverting any considerable part of the metal beyond a position w lere it will contribute its full quota of strength to the resistance of the tension stresses. An additional advantage of my improved construction is that it ermits a wide distribution of the springs ongitudinally of the side frame, which has the effect I of providing a wide'support for the end of the bolster and thus affording greater resistance to-the tendency of the bolster to rock on its longitudinal axis under the shocks and stresses of service. The wide distri bution of the springs longitudinally of the side frame also admits of the use of a large number of sprin s without interference with other parts of fire car, which fact renders my improved side frame especially adapted to heavy cars which need a large number of springs for proper support. The wider spacing of the column members and increased width of the ends of the bolster, or the prov sion of projections thereon, serve also to give increased rigidity to the assembled bolster and side frames and reduces or eliminates the necessity for a spring plank. Ihe use of my improved side frame also effects a substantial economy in weight of metal for the reason that by absorbing all of the main the side frame for springs without placing any of the springs outside of the columns, which latter' form of construction necessitates the use of equalizers to distribute the pressure of the bolster over all of the springs, thus adding to the expense and complication of the structure.

While I have illustrated my improved side frame in connection with a truck bolster carrying the weight of the car at its center in accordance with the usual practice, the use of my improved side frame is not limited to constructions of this type, but is equally applicable to cars in which truck bolsters are not used and the weight of the car is supported directly upon the side frames, or in which provision is made for supporting the weight of the car at points Fig. 4 is a section in the line H of Fig. 1,

Fig. 5 is a bottom view of the side frame shown in Fig. 1,

Fig. 6 is a top view of the end of the bolster shown in Fig. 1,

ion

Fig. 7 is a side view of the end of the bolster,

Fig. 7" is an outline drawing of an integral side frame with separable journal boxes of a type commonly used,

Fig. 8 is a side elevation from the outer side of a side frame and bolster of somewhat different form, four springs being shown but in a different arrangement from that shown in Fig. 1, a

Fig. 9 is a section on line 99 of Fig. 8,

Fig. 10 is a section on line 1010 of Fig. 8,

Fig. 11 is a bottom view of the side frame shown in Fig. 8, the end of the spring plank being indicated in dotted lines,

Fig. 12 is atop .view of the end of the, bolster shown in Fig. 8,

Fig. 13 is a side view of the end of the bolster shown in Fig. 8,

Fig. 14 is a diagrammatic view of an arrangement of springs adapted to be applied to a bolster of the type shown in Fig. 8,

the end springs being separated longitudinally of the side frame farther than indicated in Figs. 11 and 12,

Fig. 15 is a side elevation from the outer side of another form of side frame, the journal boxes in this form being separable from the main body of the side frame, and five springs being shown, 1

Fig. 16 is a sectional view on the line,

16-16 of Fig. 15,

Fig. 17 is a sectional view on the line 17-17 of Fig. 15,

Fig. 18 is a bottom view of the structure shown in Fig. 15,

Fig. 19 is'a top view of the end of the bolster shown in Fig. 15, the co-acting parts of the columns of the side frame being shown in section,

Fig. 20 is a side view of the end of'the bolster shown in Fig. 15,

Fig. 21 is a side view of the central part of a side frame of still another form em bodying my invention, four springs being shown placed in alignment longitudinally of the side frame,

Fig. 22 is a plan view exhibiting an arrangement suitable for six springs, the line a-a indicating the longitudinal central plane of the side frame, and

Fig. 23 illustrates another arrangement of six springs, the line bb indicating the central longitudinal plane of the side frame, the four central springs in this case being spaced farther from the longitudinal center of the side frame, and the two end springs being brought in closer to the transverse center of the side frame.

Referring to the form of improved side frame illustrated in Figs. 1 to 7 inclusive. 1 have there illustrated a side frame having journal boxes cast integral therewith. The side frame shown is of the well known cast steel type and consists of a single casting. It comprises an upper compression member 1 extending from end to end of the frame, and a lower tension member designated generally by the numeral 2. The tension member 2 in this form, as in the other forms of my invention illustrated in the other views of the drawings, takes the form of a suspension line curve depending from the ends of the compression member 1. The suspension line curve employed in my improved side frame is the curve resulting from distributing the vertical load to which the side frame is subjected as it is distributed in service. This curve may be determined by calculation and by experiment with a flexible member subjected to a load applied as the load is applied in practice. Actual castings may be tested by instruments provided for the purpose and the amount and nature of the stresses measured. For the purposes of comparison of my improved side frame wherein substantially all of the stresses of the lower member are in tension, I have illustrated in Fig. 7 a type of side frame heretofore in common use. In this form of side frame, the central part 3 of the lower member of the side frame is horizontal and intersects the downwardly extending end portions 4 of the lower member at an angle. The column members 5 in this form of side frame connect the upper compression member 6 with the lower tension member at the ends of the central horizontal section 3 of the lower member. In this view the heavy black lines 7-7 and 8 represent the force lines used in calculating the stresses in this type of frame, the heavy broken lines 9 in the upper part of the frame representing the compression force lines. In this form of construction, the central horizontal part 3 of the lower member is subjected to vertical loads as indicated by the small arrows, and in respect to these loads the central lower part functions as a beam. In addition to this, the central part 3 of the lower member is subjected to the truss action resulting from the functioning of the entire structure as a unit. This truss action subjects the central section 3 to a tensile stress. The beam action of the central section results in tensile stress at some points and compresfluenced by the width between the columns 55 as well as their stiffness relative to the other portions of the frame. For this reason the columns are kept as close to the center of the frame as admissible for structural purposes. In my improved form of sideframe wherein substantially the entire vertical load is sustained by tension in the lower member 2 (Fig. 1), and-compression in the. upper member 1, there is much greater latitude in positioning the column members 1010, and I have taken advantage of this fact to increase the distance between the columns to an extent suflicient to provide for a more advantageous arrangement of the springs, and for the use of a greater number of springs, as shown in Figs. 15, 18, 19. 22 and 23. Hereto-forc. side frames have been constructed with five springs instead of four, which is the usual practice, but the increased separation of the columns necessary to effect this purpose has greatly increased the stresses above referred to in connection with the description of 7.

The wide separation of the columns 10-10 permits wide spacing of the springs transversely of the bolster, the extended spring seat so provided offering a greater resistance to the tendency of the bolster'to rock on its longitudinal axis as a result of the forces imposed in starting and stopping. The swaying of the car body transversely of the track is transmitted through'the bolster to the side frame by means of .the lugs 11. These transverse forces in my improved side frame are delivered at points closer to the axle centers owing to the wider spacing of the lugs 11 and columns 10, and hence result in lessened bending tendency upon the side frame. While the column members 1010 are subjected to some slight stress in the direction of their length, their main function in my improved side frame is to.

afford a bearing for the sides of the bolster and the lugs 11 thereon and to distribute to the top and bottom members 1 and 2 the forces transmitted between the bolster and side. frame. These forces arise principally from the starting and stopping of the car and the swaying of the car when in motion.

The columns shown in Fig. 1 and other views diverge at their lower ends intersects ing the lower tension member of the side frame at about a right angle. This construction is permissible for the reasons above stated and results in a slight shortening of the columns with a corresponding reduction in weight.

The side frames illustrated in Fig. 1' and.

other views are. as shown in Figs. 2 and 3, of the ordinary U-section, except those points 'where the section is closed to meet some special requirement as at the spring seat and points of junction with the 1ournal boxes.

In Fig. 1 the dot and dash line 14 representsv approximately the suspension line curve along which the tensile stresses act, and it will be observed that the suspension line curve 14 is nearer the upper than the lower surface of the sectionat the central portion of the tension member, while at .the end portions of the tension member the suspension line is nearer the lower surface of the tension member. In both cases, however, the suspension line curve coincides substantially with the crosssectional center of mass. This is effected by a proper distribution of the metal. For instance, in the central portion of the tension member the beads 13 shown at the end portions are enlarged to form flanges 15 of substantial width which raise the center of mass into coincidence with the suspension line curve, the transition from the small head 13 to the large flange 15 being gradual as shown in Fig. 5, in order that the tensile stresses maybe uniformly distributed in all sections. The position of this upper contour line may be governed to some extent by its relation to other parts of the truck, but the coincidence between the cross-sectional center. of mass and the suspension line along which only tensile stresses act, is preserved as above stated.

The spring seat in the side frame shown in Fig. 1 takes the form of a web 16 which closes the U-section at this point, as indicated'most clearly in Fig. 4, the web 16 being continued at its ends to the base of the U-section and the end portions of the spring seat so formed being partially inclosed by the side walls of the U-section as indicated at 18. As illustrated, the flange 15 above referred to is in this instance a transverse extension of the web 16. The relatively wide separation of the column members 10-10 and the extension of the spring seat 16 into the space between the side walls of the U-section as indicated at 18 permits the Wide separation of the springs longitudinally of the side frame as above referred to, and I have taken advantage of this fact by placing the end springs l9--19 at the extreme ends of the spring seat at the transverse center of the frame, the side walls of the U-section being sufliciently far apart to receive these springs between them. By reason of the wide separation of the end springs permissible in my improved side frame, I have also been able to bring the other two springs 2020 closer to the longitudinal center of the side frame. As shown in Figs. 1, 5 and 6, the springs 20-20 are not placed abreast. but are staggered, thus rendering it possib e to bring them closer to the center of the frame. This also decreases the springs, in the form shown in Figs; 1 to 7, only slight extensions 21 being neces- "sary for that purpose. A further advantage resulting from keeping the springs close to the longitudinal center line of the side frame is that it renders it possible to carry the increased depth of the central part of the bolster to points near the ends thereof, as clearlyv appears in Fig. 7 where the relation of the depth of the bolster to the springs is clearly shown. The dotted circles 22 represent core openings, and the openings 23 are incident to foundrypractics and proper distribution of the metal. The bolster 24 is widened at the ends or provided with projections 25 to correspond with the increased width between the col umn members 10.

In Figs. 8 to 13 I have shown another embodiment of my invention in which the end springs 26 are placed upon the longitudinal center line 27 of the frame as in Fig. 1, but they are placed closer together and the two center springs 28-28 are placed abreast. This spring arrangement results in a decreased bolster width and corresponding decrease in the width of the bolster opening, and the location of the springs nearer to the central part of the tension member, where it is lowest,v makes it possible to increase the vertical depth of the bolster while still preserving other standard truck conditions. This spring arrangement renders it unnecessary to cast T ends on the bolster as shown in Fig. 1,

u the shallow segmental extensions, 29. being sufficient to provide a bearing for the end springs. In connection with this form I have shown a spring plank 30, which may be secured to the side frames by rivets or otherwise. In Fig. 14 I have shown an arrangement of the springs designed to widen the bolster support for the purpose of more effectually preventing tilting of the bolster. In this arrangement I have left the centersprings 28-28 abreast, but have increased the distance between the end springs 2626. Such an arrangement would necessitate an increase in the distance between the columns 31 and an increase in the width of the spring support on the bolster shown in Figs. 8 to 13. With the arrangement shown in Figs. 8 to 1 1 the coincidence of the cross-sectional center of mass with the suspension line curve is preserved as explained in connection with the preceding views of the drawing, the end springs be-' ing seated between the side walls of the U section. v

In Figs. 15 to 20 I have shown the adaptability of my improved side frame to'the re ception of theincreased number of springs ordinarily used in cars designed to carry larger loads. Cars of ton capacity with four wheel trucks and using five springs in each side frame are becoming lncreasingly popular. The wide separation of the end springs permitted by my .improved side frame, in which the end springs are seated upon the longitudinal center line of the frame and between the side walls thereof, renders it possible to accommodate five or more springs Without introducing the additional and complicated stresses which are encountered in increasing the number of springs in side frames of the old forms, which, in the old type of side frames, can be resisted only by adding materially to the weight of metal used in the side frames and bolsters. In this arrangement the end springs 32, 32 are, as in the preceding forms, located upon the longitudinal center line of the fram and seated between the side walls thereof, in this instance upon parts of the spring seat elevated above the central portion. The lower central part of the spring seat permits sufiicient depth in the main body 33 of the bolster, while the elevated ends of the spring seat are properly spaced vertically from the shallower extensions 34 of the bolster, these extensions being made of less depth to improve the general design of the side frame and bolster. The main body 33 of the bolster is of less width and greater depth than is the usual practice. The closer-proximity of the side walls 35 does away with the necessity of strengthening ribs or extra metal directly over the springs.

The increased depth of the bolster morethan makes up for the reduction in width as regards vertical strength. In the forms shown in Figs. 1 to 14 the bolster is made with lugs 11-11 which cooperate with the column members of the side frame to hold the bolster in position and to guide it in its movements. In the form shown in Figs. 15 to 20 the projections 34 at the ends of the bolster are received between guide flanges 36 which are integral with and projected inwardly from the column members. The three center springs used in the five spring group may be arranged as illustrated. greater longitudinal separation would permit of their being brought closer together transversely. As illustrated the two springs 37-37 are located on the inner side of the side frame and the springs 38 upon the outer side at the proper distance from the center of the frame to give axial loading. In all of'the spring arrangements thus far described all parts of the springs ar more cally shown arrangements of six springs in which the end springs are designed to be seated upon the longitudinal central line of the side frame between the vertical walls of the U-section. The arrangements shown in these views are similar to thatshown in the form' illustrated in Figs. 15 to 20, except that the arrangement is made symmetrical about the longitudinal center of the frame by substituting two springs for the spring 38. The arrangement shown in Fig. 23 differs from that shown in Fig. 22 in. that the grouping of the springs is shortened longitudinally of the side frame and widened transversely thereof.

While certain features of my invention can be utilized in side frames having separable journal boxes, one type of wh1ch is shown in Fig. 15 and another in Fig. 21, a more desirable embodiment of my invention is illustrated in Figs. 1 and 8 where the journal boxes are shown integralwith the side frame. \Vhere the journal boxes are separable the rise of the suspension line tension member is greater and at a greater angle for a given wheel-base than where the journal boxes are integral, for the reason thatwith separable journal boxes the ends of the tension member. must be brought to a junction with the compression member considerably above the tops of the journal boxes. The increased inclination of the tension member from the central part thereof toward the ends results in the upper part of the tension member near the sides of the bolster opening being elevated more than with a similar spring arrangement having integral journal boxes, as will be apparent from a comparison of Figs. 15 and 1, which, while not showing identical spring arrangements, indicate the effect of the inclination of the tension member upon any spring arrangement. This elevation of the tension member near the sides of the bolster opening restricts to that extent the spring and bolster height. The preservation of the maximum height for the springs and bolster is of the utmost importance in making it possible to give the bolster ample depth for strength and ample bearing surfaces where it coacts with the side frame, and at the same time allow vertical space for the springs. With the integral journal boxes shown in Figs. 1 and 8 the lowering of the ends of the tension member results in a flatter suspension line curve with less restriction of the height of the bolster opening near the sides thereof than is possible with separable journal boxes under otherwise similar conditions. Making the junction of the ends of the tension member with the journal boxes at a point considerably be low the top of the boxes also results in shortening the total length of the tension 3939 and 40-40 lower tension member, the cross-sectional center of mass of said tension member throughout its length-lying substantially in a suspension line curve depending from the ends of said compression member, the central part of said tension member having a horizontal upper surface lying below the level of part of the transversely adjacent metal of said tension member, said horizontal surface forming a spring seat.

2. An integral metal side frame comprising an upper. compression member and a lower tension member, the cross-sectional center of mass of said tension member throughout its length lying substantially in a suspension line curve depending from the ends of said compression member, the central part of said tension member having a horizontal upper surface, the end sections of which horizontal surface lie below the level of part of the transversely adjacent metal of said tension member, said end sections forming seats for springs at the transverse center of the side frame.

3. An integral metal side frame comprising an upper compression member and a lower tension member, the cross-section center of mass of said tension member throughout its length lying substantially in a suspension line curve depending from the ends of said compression member, the central part of said tension member having a horizontal upper surface, the end sections of which horizontal surface lie below the level of part of the transversely adjacent metal of said tension member, said end sections forming seats for springs at the transverse center of the side frame, the central part of said horizontal surface projecting outwardly over a transverse extension of said tension member to support springs offset from the trans verse center of the side frame.

4. An integral metal side frame comprising an upper compression member, a lower tension member, column members extending between said compression and tension mem-' bers, said tension member between said columns inclining upwardly from the center toward said columns substantially in'a suspension line curve comprising a web with upwardly extending side walls, and a spring seat extending between said side walls and .below the upper part thereof.

said columns substantially in a suspension line curve comprising a web with upwardly extending side walls and aspring seat extending between said side walls and below a the upper part thereof.

6. An integral metal side frame comprising an upper compression member and a lower tension member, the cross-sectional center of mass of said tension member throughout its length lying substantially in a suspension line curve depending from the ends of said compression member, the central part of said tension member comprising a bottom wall, upwardly extending side walls and a spring seat connecting said side walls and intersecting said suspension line curve and extending below the upper edgesof said side walls.

7. An integral truck side frame, journal boxes at the ends thereof, a group of springs supported in said frame between said journal boxes, the twoend springs of said group being positioned substantially upon the longitudinal central line of said frame, and having seats below the level of part of the transversely adjacent metal of said frame.

8. An integral metal side frame comprising an upper compression member, a lower tension member and journal boxes, the crosssectional center of mass of said tension member throughout its length lying substantially in the suspension line curve determined by the service load.

9. An integral metal side frame comprising an upper compression member, a lower tension member and journal boxes, the crosssectional center of mass of said tension member throughout its length lying substantially in a suspension line curve, the ends of said compression member extending over and formmg the tops of said ournal boxes,

and the ends of said tension member ex-' tending to and joining said journal boxes intermediate the top and bottom thereof and below said compression member.

10. A side frame comprisingln an mtegral structure an upper compression mem her, a lower-tension member, columns and journal boxes, said tension member being joined to said journal boxes at points below said compression member, and said tension member throughout its entire length between its points of junction with said journal boxes having its center of mass substantially in a suspension line curve;

In witness whereof, I hereunto subscribe my name this 17th day of November, A. D.

GEORGE s. CHILES. 

